A Study on the development of e-VTS for Improving Efficiency of Marine Traffic Management System

Recently, there have occurred many marine casualties and oil spills in coastal water which cause the loss of human lives, properties and marine environment. Especially it is a characteristic oil pollution spreads to a wider range of property and damages to the marine environment. These marine casualties have increased in coastal water out of VTS(Vessel Traffic Service) areamarine traffic needs to be managed in coastal water to prevent marine casualties. It is considered that marine traffic management system in Korea needs to control marine traffic in habour water as well as territorial waters and EEZ waters. Therefore, it is required to improve the marine traffic management system so that we prevent marine casualties and to improve capability of accidents response and management. VTS generally contributes to the safety of life at sea, safety and efficiency of navigation, the protection of the marine environment, the adjacent shore area, work sites, and offshore installations form possible adverse effects of maritime traffic. Recently, the function of VTS has been enlarged to VTMIS(Vessel Traffic Management & Information System) which provides marine safety information related to improve the safety, security, efficiency in existing functions in addition to providing information of weather, AtoN, port information. The IALA eNAV sub-committee has developed the strategy of e-Navigation from 2007. Also the IMO defined e-Navigation is the collection, integration and display of maritime information onboard and ashore by electronic means to enhance berth-to-berth navigation and related services, safety and security at sea and protection of the marine environment. The e-Navigation will influence and change maritime traffic management system by efficiently applying modern digital technology and communication architecture. It has been carried out analyzing technology trends of international maritime organizations and advanced countries related to maritime traffic management system, also investigated situation of domestic system. This thesis presented improvement of maritime traffic management system with this result. As the result, the e-VTS was proposed in this study to improve the efficiency of maritime traffic management system in Korea. Korea VTS currently has been consisted to thirteen harbor VTS and two coastal VTS. The proposed system includes 3 layered system, such as local VTS, regional VTS and national VTS. e-VTS expands the controlling and managing area of VTS to coastal water. It will provide vessel traffic monitoring service not only in the Korean waters but also in the adjacent Chinese & Japanese waters and carry out continuous surveillance of vessel traffic by the introduce of e-VTS system. Also the national VTS is installed in the central component authority which provides information of entire marine traffic situation by vessel position reporting from AIS, LRIT, VMS and supervising all VTS system. And National VTS carries out a role of gateway to exchange information of LRIT, AIS, SAR as carrying a role of VTMIS. This paper also proposed a Global VTS which shares and exchanges the related VTS information among adjacent countries. The Global VTS Network exchanges VTS tracks between National VTS data centers of Korea, China and Japan by inter-VTS Data Exchange Protocol based on network/internet solution. Mutual exchange of VTS data such as identification, position and time of vessels sailing in adjacent waters between countries is needed to enhance the safety and efficiency of maritime traffic. This paper consists of six chapters including chapter 1 introduction. Chapter 2 analyzed technology trends of IMO, IALA, e-Navigation, MarNIS. Chapter 3 carried out analyzing the status of maritime traffic management system in Korea and the developed countries. Chapter 4 gave improvement of maritime traffic management system with problems in Korea. Chapter 5 shows drawing the e-VTS and global VTS system based on the state of the art techniques. At last, chapter 6 summarized and concludes the whole paper contents.제1장 서론 = 1 1.1 연구 배경 및 목적 = 1 1.2 연구 방법 및 구성 = 4 제2장 해상교통관리체계의 국제 동향 분석 = 6 2.1 IALA의 해상교통관리체계관련 동향 분석 = 6 2.1.1 IALA VTS위원회 = 7 2.1.2 IALA e-NAV위원회 = 11 2.2 IMO의 해상교통관리체계관련 분석 = 12 2.2.1 IMO의 VTSGuideline관련 고려 사항 = 12 2.2.2 NAV위원회 = 15 2.2.3 COMSAR위원회 = 16 2.3 e-Navigation의 기술 동향 분석 = 19 2.3.1 개요 = 19 2.3.2 e-Navigation개발 방향 = 20 2.3.3 e-Navigation기술 동향 분석 = 21 2.4 MarNIS = 28 2.4.1 개요 = 28 2.4.2 MarNIS의 목적 = 28 2.4.3 MarNIS의 주요 요소 = 30 2.4.4 MarNIS클러스터 = 34 2.5 기타 해상교통관련 주요 기술 동향 = 43 2.5.1 장거리 선박위치추적 시스템(LRIT) = 43 2.5.2 선박자동식별장치(AIS) = 46 2.5.3 광대역 통신(BroadbandCommunication) = 50 2.5.4 확장성 생성언어(XML) = 59 2.5.5 위성항법시스템(GNSS) = 61 제3장 국내외 해상교통관리체계 현황 분석 = 65 3.1 국외 해상교통관리 체계 현황 = 65 3.1.1 SafeSeaNet = 65 3.1.2 이탈리아 NationalVTS = 72 3.1.3 GulfofFinland해상교통 서비스체계 = 77 3.1.4 DoverCoastalVTS = 79 3.1.5 호주 REEFREP제도 = 81 3.1.6 싱가폴ㆍ말라카해협 연안 VTS = 84 3.2 국내 해상교통관리체계 현황 = 86 3.2.1 항만 VTS = 86 3.2.2 연안 VTS = 92 3.2.3 연안 VMS = 94 3.2.4 원양 VMS = 96 3.2.5 GICOMS운영 현황 = 97 3.2.6 해군의 KNTDS운용 현황 = 99 3.2.7 해양경찰청에서 운영 중인 해상교통관리 관련 시스템 = 101 제4장 해상교통관리체계 분석 및 개선 방안 = 109 4.1 국외 해상교통관리체계 분석 = 109 4.1.1 VTMIS로의 발전 = 109 4.1.2 정보 아키텍처 발전 = 111 4.1.3 관제장비의 첨단화 = 112 4.2 국내 해상교통관리체계 분석 = 116 4.2.1 VTS관제 영역의 한계 = 116 4.2.2 VTS정보 연계 및 표준화 부재 = 118 4.2.3 해상교통정보 관련 시스템간의 연계 및 표준화 부재 = 120 4.3 해상교통관제 체계의 개선방안 = 121 4.3.1 해상교통관제 기능의 강화 = 121 4.3.2 VTMIS체계 도입을 통한 해상교통 서비스의 확대 = 125 4.3.3 e-Navigationcenter기능 수행 = 127 4.3.4 해상교통관제 영역의 확대를 위한 기술 = 128 4.4 해상교통개선을 위한 새로운 관제체계 설치의 필요성 및 기대효과 = 140 4.4.1 개요 = 140 4.4.2 e-VTS설치의 기대효과 = 141 제5장 e-VTS체계의 도입 = 145 5.1 e-VTS의 개념 및 목적 = 145 5.1.1. 광역해상교통서비스망 기능 수행 = 146 5.1.2 GlobalVTS의 역할 수행 = 146 5.1.3 e-NavigationCenter기능 수행 = 147 5.1.4 VTMIS기능 수행 = 148 5.2 관제 대상 해역 및 범위 = 148 5.2.1 관제대상해역 = 148 5.2.2 관제의 범위 = 149 5.3 e-VTS의 기본설계 = 150 5.3.1 개요 = 150 5.3.2 e-VTS의 설계 = 154 5.5 e-VTS의 정보 체계 = 159 5.5.1 e-VTS시스템 정보 교환 = 159 5.5.2 정보의 교환 기술 및 내용 = 161 5.5.3 인근 국가 VTS와 정보교환을 통한 GlobalVTS구현 = 168 제6장 결론 = 171 6.1 연구의 결과 = 171 6.2 향후 연구 방향 = 174 참고문헌 = 17

Do Rotation and Measurement Methods Affect Reliability of Anterior Cruciate Ligament Tunnel Position on 3D Reconstructed Computed Tomography?

Background: The literature has seldom investigated the anterior cruciate ligament (ACL) tunnel position while considering the effect of rotation of 3-dimensional computed tomography (3D-CT) images during measurements. Hypothesis: We hypothesized that (1) measurement of the ACL tunnel position in the femur and tibia through use of 3D-CT is considerably influenced by rotation of the 3D model and (2) there exists a reliable measurement method for ACL tunnel position least affected by rotation. Study Design: Controlled laboratory study. Methods: The 3D-CT images of 30 randomly selected patients who underwent single-bundle ACL reconstruction were retrospectively reviewed. For femoral tunnel assessments, rectangular reference frames were used that involved the highest point of the intercondylar notch and outer margins of the lateral femoral condyle (method 1), the highest point of the intercondylar notch and outer margins of the lateral wall of the intercondylar notch (method 2), and the lowest point of the intercondylar notch and outer margins of the lateral femoral condyle (method 3). For tibial tunnel assessments, rectangular reference frames with the cortical outline at the articular surface of the tibia (method A) and the cortical outline of the proximal tibia (method B) were used. For both femoral and tibial assessments, the tunnel positions at 5°, 10°, and 15° of rotation of the 3D model were compared with that at a neutral position. Results: The values measured by methods 1 and 3 showed significant differences at greater than 5° of rotation compared with the value at the neutral position, whereas method 2 showed relatively consistent results. However, the values measured with both methods A and B showed significant differences at greater than 5° of rotation compared with the value at the neutral position. Conclusion: The tunnel position on 3D-CT images was significantly influenced by rotation during measurements. For femoral tunnel position, measurement with a reference frame using the lateral wall of the intercondylar notch (method 2) was the least affected by rotation, with relatively consistent results. Clinical Relevance: This study demonstrates that measurement using the lateral wall of the intercondylar notch might be a consistent and reliable method for evaluating the ACL femoral tunnel position considering the effect of 3D-CT image rotation during measurements. However, both methods to measure tibial tunnel position described in this study were similarly affected by rotation.ope

The effect of medial open wedge high tibial osteotomy on the patellofemoral joint: comparative analysis according to the preexisting cartilage status

BACKGROUND: Although it has been known that medial open wedge high tibial osteotomy (MOWHTO) would adversely affect the patellofemoral joint, no previous study examined the surgical outcome of MOWHTO according to the preexisting cartilage status of the patellofemoral joint. The aim of this study was to investigate the effect of MOWHTO on the patellofemoral joint with regard to objective and subjective aspects according to the preexisting cartilage status. METHODS: Ninety-two patients who underwent MOWHTO and a following second-look arthroscopic assessment were included in this study. The patients were divided into two groups according to the preexisting cartilage status of the patellofemoral joint: group 1 (International Cartilage Repair Society [ICRS] grade 2 or 3) and group 2 (ICRS grade 0 or 1). Comparative analysis was performed regarding clinical scores, radiographic parameters, and arthroscopic measurements between the two groups. RESULTS: Clinical outcomes showed overall improvement from baseline to the time of second-look operation, with no significant difference between the two groups at each time point. There were no significant differences in radiographic parameters between the two groups. Radiographic grade of patellofemoral osteoarthritis in both groups showed a tendency to progress, without statistical significance. In arthroscopic assessment, the size of the cartilage lesion on the patellofemoral joint increased with time in both groups (P = 0.003), but the degree of change over time between the two groups was not statistically significant. Consistently, there was no significant difference in the frequency of progression of cartilage lesion grade in the patellofemoral joint between the two groups. CONCLUSIONS: MOWHTO would contribute to osteoarthritis progression of the patellofemoral joint regardless of the preexisting cartilage status, without an association with clinical outcomes in short-term follow-up.ope

Repair versus nonrepair of medial meniscus posterior root tear: A systematic review of patients' selection criteria, including clinical and radiographic outcomes

Background: The general consensus regarding a rational choice among various treatment strategies for medial meniscus posterior root tears (MMPRTs) has yet to be clearly established. The purpose of this systematic review was to analyze patient selection criteria based on index arthrosis, as well as clinical and radiological outcomes after repair or nonrepair treatment in patients with MMPRTs. Methods: A systematic electronic search was performed with established medical databases. Data from the selected studies which were assessed using the modified Coleman methodology score were analyzed in terms of index arthrosis and degree of lower limb alignment, functional and radiologic outcomes after meniscus repair, partial meniscectomy, and conservative treatment. Results: In total, 17 studies and 655 patients (665 cases) were enrolled in this study, of which 42% (279 cases) underwent MMPRT repair and 58% (386 cases) were treated using a nonrepair strategy. The mean age and the mean follow-up period were 54.7 years and 32.5 months in the repair group, respectively, and 57.0 years and 49.3 months in the nonrepair group, respectively. Based on the clinical data available in this study, most of the MMPRT repairs were performed in patients with mild arthrosis, mild varus alignment, and mild chondral injury. Although data were limited, the percentage of patients with mild chondral injury was only 40% in the nonrepair group, implying that the nonrepair group may have more advanced arthrosis at the baseline. Based on the available Lysholm score across the studies, good functional outcomes were obtained in the repair group, whereas the results of the nonrepair treatment exhibited fair functional outcomes that were somewhat heterogenous. The radiologic outcomes of the mean 5 years' follow-up study showed that arthritic change could not be prevented by either nonrepair or repair treatment. Conclusions: In general, MMPRT repair led to significant improvement in clinical outcomes. On the contrary, the nonrepair group also showed symptomatic relief in some selected cases, despite the somewhat heterogenous results. Given the subgroup analysis for the functional results reported in this review, strict patient selection is important to obtain satisfactory clinical outcomes, regardless of the treatment option selected.ope

A Study on the Development of the Marine Traffic Analysis System Based on RADAR and ENC

Maritime transportation engineering is a technical field that observes the flow of vessels' traffic in accurate and describes the feature of ship's movement statistically or analytically, then contributes to the improvement of traffic flow and the safety of traffic. The flow of marine traffic can be controlled by carrying out assessment and analysis of vessels' traffic. It can realize the safety of marine traffic by accurate research and analysis of vessel's traffic, understanding its flow and analysis data of vessel traffic. Moreover, it will be keeping safe and efficient ship's route, design of harbour and improvement of facilities for harbour. In chapter 2 shows a method of assessment and analysis of marine traffic at present. It has many problems, wastes lots of human effort, cost and also it is not so good accuracy and reliance. Therefore it needs the automatic system to solve the problems. The analysis system of marine traffic was developed based on RADAR and ENC on this study In chapter 3, showed development of the marine traffic analysis system and described H/W and S/W of the system. In case of the traffic assessment, the system connected with RADAR saves accurate information of vessel traffic and makes database. Carrying out analysis of vessel traffic can display the result of traffic analysis promptly. In chapter 4, actual assessment and analysis of marine traffic were carried out by the developed system and were shown the process and the result report. The developed system can reduce human work and cost, cuts down spending of time in analysis. It takes more accurate result before than, because the analysis work is operated by computer. Eventually, the marine traffic analysis system contributes to safety of marine traffic through the design of marine traffic route, harbour facilities and improvement of vessels' traffic flow.Abstract ⅲ 제 1 장 서 론 1 1.1 연구 배경 및 목적 1 1.2 연구 방법과 구성 2 1.2.2 연구 방법 2 1.2.2 연구의 구성 3 1.3 연구의 기대효과 3 제 2 장 해상교통량 조사 분석 현황 5 2.1 현 해상교통량 조사 분석 방법 5 2.1.1 현 해상교통량 조사 방법 6 2.1.2 현 해상교통량 분석 방법 11 2.2 국내의 해상교통량 조사 분석 사례 14 2.2.1 조사 사례 15 2.2.2 분석사례 17 2.3 현 해상교통량 조사 분석의 문제점 및 개선방안 24 2.3.1 조사방법의 문제점 24 2.3.2 분석방법의 문제점 25 2.3.3 개선방안 26 제 3 장 해상교통량 조사 분석 시스템 29 3.1 시스템의 개요 및 구성 29 3.1.1 개요 29 3.1.2 H/W 구성 31 3.1.3 S/W 구성 35 3.2 해상교통량 조사 분석 프로그램 36 3.2.1 조사 프로그램 36 3.2.2 분석 프로그램 45 제 4 장 시스템의 현장실험 및 검토 52 4.1 해상교통량 조사의 실시 52 4.2 분석결과 53 4.2.1 GATELINE 53 4.2.2 항적도의 도시 54 4.2.3 표와 그래프의 작성 56 4.3 시스템의 검토 60 4.3.1 조사과정의 검토 53 4.3.2 분석과정의 검토 54 제 5 장 결 론 62 5.1 연구의 결과 62 5.2 시스템의 한계 및 향후 연구방향 64 5.2.1 해상교통량 평가시스템의 한계 64 5.2.2 해상교통량 분석시스템의 향후 연구방향 65 참고문헌 6

Particulated Costal Allocartilage With Microfracture Versus Microfracture Alone for Knee Cartilage Defects: A Multicenter, Prospective, Randomized, Participant- and Rater-Blinded Study

Background: Microfracture is the first-line treatment for cartilage defects; however, the suboptimal quality of the repaired cartilage remains an issue. Purpose/hypothesis: The aim of this first in-human study was to compare the clinical efficacy and safety of a combination of particulated costal allocartilage and microfracture versus microfracture alone in treating knee cartilage defects. We hypothesized that the particulated costal allocartilage with microfracture would result in superior cartilage repair quality and better clinical outcomes at 48 weeks postoperatively. Study design: Randomized controlled trial; Level of evidence, 1. Methods: Patients with cartilage defects were allocated randomly to the treatment group (particulated costal allocartilage with microfracture) and control group (microfracture alone). Magnetic resonance imaging (MRI) outcomes of cartilage repair (the primary outcome measure) were evaluated at the 48-week follow-up using the Magnetic Resonance Observation of Cartilage Repair Tissue (MOCART) score. Patient-reported clinical outcomes (visual analog scale [VAS] pain score, Knee injury and Osteoarthritis Outcome Score [KOOS], and International Knee Documentation Committee score) and adverse events were evaluated at 12, 24, and 48 weeks postoperatively. Results: Overall, 88 patients were included (44 patients each in the treatment and control groups). The total MOCART score at 48 weeks postoperatively was significantly higher in the treatment group than in the control group (P < .001). Among the 9 MOCART variables, 6 were significantly superior in the treatment versus the control group: degree of repair and defect filling (P < .001), integration to the border zone (P < .001), surface (P = .006), structure (P = .011), signal intensity of the repair tissue (P < .001), and subchondral lamina (P = .005). There were significant between-group differences in KOOS-Pain (P = .014), KOOS-Activities of Daily Living (P = .010), KOOS-Sports (P = .029), and KOOS-Symptoms (P = .039) at 12 weeks postoperatively and in VAS pain (P = .012) and KOOS-Pain (P = .005) at 24 weeks postoperatively. At 48 weeks postoperatively, clinical outcomes were comparable between the groups. Conclusion: Microfracture augmented with particulated costal allocartilage resulted in superior cartilage repair quality compared with microfracture alone in terms of MRI evaluation of the knee joint cartilage defect at the 48-week follow-up. Functional outcomes were favorable for both treatments at final follow-up. Registration: KCT0004936 (Clinical Research Information Service [CRiS] of the Republic of Korea).ope

Pedobarographic Analysis in Functional Foot Orthosis

PURPOSE: The purpose of this study was to evaluate pressure distribution on the foot with the use of custom made foot orthosis and evaluate influential factors in young people using custom orthosis. MATERIALS AND METHODS: 22 individuals comprised of young males and females were evaluated by radiograph, pedobarograph, and satisfaction rate and VAS score. The data was analyzed statistically to find influential factors for satisfaction after wearing the foot orthosis. RESULTS: Around 50% of participants were satisfied in wearing the custom made foot orthosis. Initial VAS score of satisfaction of 36.2+/-19.7 improved to 73.1+/-15.6 after application of foot orthosis. There was a statistically significant difference. Talo-second metatarsal angle on AP radiograph after orthosis application was significantly related to satisfaction. On analysis of pedobarograph data, total contact area was increased and weight distribution was transferred medially on ambulation with the orthosis applied. CONCLUSION: Before designing the foot orthosis, individual foot factors such as foot anatomy and foot pressure distribution should be evaluated for foot comfort and better patient satisfaction.ope

Effect of the sagittal osteotomy inclination angle on the posterior tibial slope change in high tibial osteotomy: three-dimensional simulation study

In performing medial open-wedge high tibial osteotomy, it is recommended not to alter the posterior tibial slope. However, it remains unclear whether the osteotomy inclination angle affects the posterior tibial slope in the sagittal plane. This study aimed to verify how anterior or posterior osteotomy inclination angle affects the tendency of change in the posterior tibial slope and to conduct quantitative analysis of the extent to which the posterior tibial slope changes according to the degree of the osteotomy inclination angle change in MOWHTO. Computed tomography images of 30 patients who underwent MOWHTO were collected. Three-dimensional models of preoperative original tibia were reconstructed, and virtual osteotomies were performed. The sagittal osteotomy inclination angles formed by the osteotomy line and the medial tibial plateau line were classified as positive in case of anteriorly inclined osteotomy and negative in case of posteriorly inclined osteotomy. Thirteen osteotomies were performed for each tibial model at intervals of 5° from - 30° to 30°. The posterior tibial slope was assessed, and the proportional relationship between the sagittal osteotomy inclination angle and the posterior tibial slope change was analyzed. The posterior tibial slope changed significantly after osteotomy (p < 0.001), except for the cases where the sagittal osteotomy inclination angles were 5°, 0°, and - 5°. Anteriorly and posteriorly inclined osteotomy caused increase and decrease in the posterior tibial slope, respectively. As the inclination angle increased by 1°, the posterior tibial slope increased by 0.079° in anterior inclination osteotomy, while in posterior inclination osteotomy, as the inclination angle decreased by 1°, the posterior tibial slope decreased by 0.067°. The osteotomy inclination angle in the sagittal plane significantly affected the posterior tibial slope. When there was an inclination angle occurred between the osteotomy line and the medial tibial plateau line in the sagittal plane, the posterior tibial slope changed after MOWHTO. The posterior tibial slope tended to increase in anteriorly inclined osteotomy and decrease in posteriorly inclined osteotomy. The change in the posterior tibial slope was proportionally related to the absolute value of the osteotomy inclination angle.ope

Effects of the Anterolateral Ligament and Anterior Cruciate Ligament on Knee Joint Mechanics: A Biomechanical Study Using Computational Modeling

Background: Recent studies on lateral knee anatomy have reported the presence of a true ligament structure, the anterolateral ligament (ALL), in the anterolateral region of the knee joint. However, its biomechanical effects have not been fully elucidated. Purpose: To investigate, by using computer simulation, the association between the ALL and anterior cruciate ligament (ACL) under dynamic loading conditions. Study design: Descriptive laboratory study; Level of evidence, 5. Methods: The authors combined medical imaging from 5 healthy participants with motion capture to create participant-specific knee models that simulated the entire 12 degrees of freedom of tibiofemoral (TF) and patellofemoral (PF) joint behaviors. These dynamic computational models were validated using electromyographic data, muscle activation data, and data from previous experimental studies. Forces exerted on the ALL with ACL deficiency and on the ACL with ALL deficiency, as well as TF and PF contact forces with deficiencies of the ACL, ALL, and the entire ligament structure, were evaluated under gait and squat loading. A single gait cycle and squat cycle were divided into 11 time points (periods 0.0-1.0). Simulated ligament forces and contact forces were compared using nonparametric repeated-measures Friedman tests. Results: Force exerted on the ALL significantly increased with ACL deficiency under both gait- and squat-loading conditions. With ACL deficiency, the mean force on the ALL increased by 129.7% under gait loading in the 0.4 period (P < .05) and increased by 189% under high flexion during the entire cycle of squat loading (P < .05). A similar trend of significantly increased force on the ACL was observed with ALL deficiency. Contact forces on the TF and PF joints with deficiencies of the ACL, ALL, and entire ligament structure showed a complicated pattern. However, contact force exerted on TF and PF joints with respect to deficiencies of ACL and ALL significantly increased under both gait- and squat-loading conditions. Conclusion: The results of this computer simulation study indicate that the ACL and the ALL of the lateral knee joint act as secondary stabilizers to each other under dynamic load conditions.ope

The Operative Treatment of Scapular Glenoid Fracture

Purpose: To determine the causes of the surgical treatment results in glenoid fracture by a retrospective analysis. Materials and methods: From March 1999 to February 2004, 9 patients who underwent an open reduction due to a glenoid fracture were reviewed. The modified Ideberg classification was used. There were 1, 3, 2, 1 and 2 cases of modified Ideberg type I, II, III, V, and VI, respectively. The internal fixators were a reconstruction plate, a small plate, a one-third tubular plate, a small screw, and a cannulated screw in 6, 1, 3, 3 and 1 case, respectively. The constant score and Adam's functional assessment method were used to evaluate the postoperative shoulder function. Results: The average time for fracture union was 7 weeks. The functional assessment was excellent in 4 cases, good in 3 cases, and fair in 2 cases. There were two complications related to surgery; articular screw encroachment, and inferior glenoid bone resorption without instability. Conclusion: A glenoid fracture with glenohumeral instability or displaced that was treated by open surgery showed good clinical results. Moreover, the more comminuted fracture had a lower functional score.ope